Internal-combustion engine.



Cormecedto Load-res]: onslve.

C. DAY, G. E WINDELER & P. GRANT I INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 10. 1955- Putented Apr. 3, 1917.

3 SHEETS-SHEET 1- Device 0. DAY, G. E.-WINDELER & P. GRANT. INTERNAL COMBUSTION ENGINE.

APPLICATWN. FILED NOV. 10. 1915.

,%Q 1 696. Patented Apri 3, 1917.

3 SHEETS-SHEET 2.

Inventors: Cbar-Les Dag; George Edward WindeLer,

'Jo'Peter" (5r mt.

I r =TI7 ei r wlfior'nw'.

C. DAY G. E. WINDELER & P. GRANT.

I INTERNAL COMBUSTION ENGINE. Arfucanou FILED NOV. 10. 1915.

' a SHEETS-SHEET a.

Lmhwfim I Patented A ris, 1917.

Inventors-3n Charles Dag,

George Edward WindeIeg.-

Grant,

an ha crises.

CHARLES DAY, GEORGE EDWARD WIN1)lElEiFJLt, AND PETER GRANT, OF HAZEL GROVE,

' NEAR s'rocnronr, ENGLAND, assreivoss TO GENERAL ELECTRIC comrliur, a.

CORIURATION OF NEW YORK.

INTERNAL-COMBUSTION ENGINE.

mam-=4: Specification of Letters Patent.

actose.

Patented Apr. 35191?! Application filed November 10, 1915. Serial No. 6&67'2.

- 1 l To all whom at may concern:

provements in Internal-Combustion Encrises, of which the following is a specification.

combustion engines in which liquid fuel is forced into the cylinder or cylinders by compressed air furnished by a suitable air compressor. In the operation of such engines itis desirable that the pressure of theair furnished by the compressors shall vary with the load on the engine; 2. 0. increase as the load increases and vice versa. The object of the present invention isto provide an improved arrangement for this purpose which will automatically vary the pres-- sure in accordance with the load. For a consideration of what we believe to be novel and our invention, attention is directed to the following specification and claims appendedthereto.

In the accompanying drawing Figure 1 is a diagrammatic view of an embodiment of our invention; Fig. 2 is a diagrammatic View illustrating a specific arrangement of connection with. a. speed governor; Fig. 3 is aside elevation partly in section of the contacting indicating instrument shown in Fig.1; Fig. 1 shows modification of a detail of the invention; Figs. 5 and'G illustrate modifications of certain parts of the structure going to make up the invention,

and Fig. 7 shows our invention as-applied to an internal combustion engine.

Referring to the drawing, Figs. 1 to 3 and v Fig. 7, 9 indicates the casing of an air compressor and 10 its inlet, said compressor being used to supply compressed air for in jecting'fuel into an internal combustion engine indicated at A in Fig. 7. The compressor of which the casing 9 forms a part may be of any suitable type and comprises one or morestages as found desirable. In the present instance, it is shown as being driven from the crank shaft of the engine A. '9* indicates the suction valve of the compressor 9, and 9 the delivery conduit which delivers compressed air to a fuel in- L able storage reservoir known. and residents of Hazel Grove, near The present invention. relates to internal that they move in substantially the same valve 11 opened. This will mean that more jector 9. The pipe Q 'may lead to a suit 5 (not shown), such an ordinary and well 11 is lllllOlZllllllg valve controlling inlet 10 and having its stem 12 connectedto a pivoted lever the connection being con veniently formed by two spaced nuts 14;, threaded. on the end of the stem and be. tween which one end of lever 13 is arranged arrangement being i The other end of the le er is connected with the core 15 of an eleetromagnet l6, to having such end. project between two shoulders 17 on the .core. 18 is a spring surrounding an extension 1.9 of the magnet core and hearing at one end against a bracket 20 and at justahle nut 21 by which its tension may f be varied." This spring biases the core of the magnet toward a position temlin" close the valve 11. indicates a cor. ing indicating instrmnent comprising r0- pointers 23 and 24 carrying contacts and 26 respectively. The pointer 23 is the irdicating pointer of a suitable pressure 1 23 being the scale plate thereof. This is connected to the delivery side of the cr pressor in any suitable manner, as by a p; 23 so that the pointer 23 indicates s pressure. Pointer 2d is insulated from pointer 23 as indicated at 27 and is connected through a rod 28 and lever 29 to a suitable means which is responsive to the load on the engine. The pointers 23 and 24 are connected by wires 30 to the electro magnet 16, the connections including a suitable source of electric energy as the battery 81. The pointer 23 which responds to the pressure-of the compressor moves in a clockwise direction upon increase in pressure and the pointer 24 moves in a similar direction upon increase in load. The pointer 23' as. will be seen from Figs. 1 and 3 is located in advance of the pointer 24, and owing'to the arrangement of. contacts 26 and 27 so path with the one behind the other, the pointers will always maintain these relative positions. It will be clear that when the contacts 25. and 26 are in engagement the 'electromagnet 16 will be energized and the air will be admitted to the compressor and the delivery pressure thereof will increase. Assuming the parts to be in a position the other against an adin Fig. 4.

shown in Fig. 1, it now the load further increases, the pointer 24 will be moved to bring contact 26 into engagement with contact 25 on pointer 23. This will immediately energize electr'omagnet 16 and 0 en the valve 11. More air will then be admltted to the compressor and the pressure will begin to build up. As soon as the pressure of the compressor increases beyond the point which corresponds to the pressure desired for the given .load, the pointer 23 will be moved away from pointer 24. This will break the circuit and permit the spring 18 to close, or nearly close, the valve 11 according to the arrangement found desirable. So long as the load remains substantially constant the pointer 24 will stand at a certain definite position and the pointer 23 will be moved back and forthinto and out of contact with it, so as to maintain the pressure of the compressor at thedesired value.

Referring to Figs. 2 and 7 we have illustrated one arrangement for controlling the pointer 24 in accordance with the load on the engine. In these figures 32 indicates a portion of the engine-frame and 33 a suitable type of speed governor-which responds to the load on the engine. This speed governor is connected to the lever 29, here shown as a bell crank lever, by a governor lever 34 and a rod 35,. InFig. 2 the full line position shows what may beeonsidered full load or substantially full load position and the .ilotctled lines indicate a condition of lighter With ordinary pressure gages, the indicating' pointer can usually be pushed along independently of sponsive'element of the gage, and this will, as a rule, permit the pointer 24 when moved by the speed governor, to push the pointer 23 along ahead of it. If, however, thisis not considered desirable with any particular pressure gage, then the indicating pointer may be formed in two parts yieldingly 'connected together as shown by way of example In. this figure the pointer is shown as comprising two parts 37 and 38 yieldingly connected by spring 39. Part 37 is. connected with the gage tube or other movable part of the gage, while the part 38 is independently pivoted and is movable relative thereto. With this arrangement it will be -obvious that the pointer 24 can move the part 38 independently of the part 37.

In Fig. 5' we have shown a modified ar rangement for connecting the pointer, 24 to the speed governor 33. A rod 40 is connected to the governor lever 34 at one end and at the other end is connected to a floating lever 41 which-has one end connected to a part 46 which is continuously reciprocated by an cecentric 47 during the operation of the engine. Connected at a point intermediate between the ends'of the floating lever 41 is a rod 48 29 projects.

the immediate pressure repivoted to a supporting arm 49. Adjacent one end this rod carries spaced abutments 50 between which an end of the bell crank lever These abutments are adjusted a suitable distance apart so that the space between them is substantially equal to the throw of the eccentric 47. The bell crank lever 29 is arranged to be held by friction in any position in which it may be placed. When the engine is operating the rod 48 will be continuously .reciprocated, the floating lever 41 pivoting on the end of rod 40 which end will be positioned by the speed governor 33. The abutments 50 will move the lever 29 so that its arm is midway between them. It will then have no effect on this lever since the throw of the eccentric will not be sufiiclent to move either abutment into engage- -ment with it, and the pointer 24 will stand in the position in which it is placed by friction. In case of a change in the load, however, the speed governor will move to raise or lower, as the case may be, the rod 40, rod 48 and consequently the abutments 50. This will cause them to take up a new region of reciprocation and they will act on lever 29 to position the pointer 24 at a point corresponding to the change in load, as will be obvious. This arrangement as just described has the advantage that ittakes the work of moving the pointer 24 offof the governor, the governor having merely to position the abutments 50. This results in rendering the governor more sensitive since it is not'called upon'to move any parts which may offer more or less resistance to movement. The pointer 24 and other parts, in an arrangement, for example, as shown in Fig. 2, may offer more resistance to movement than is desired in any particular instance.

In Fig. 6 we have shown. a modified arrangement adapted for use where the engine is utilized to drive an electric generator. In

such cases the load on the engine will be practically proportional in quantity of current generated. lVe have accordingly shown the load responsive device as being in the form of an electromagnet 52 through which I the current of the generator may be passed. The plunger 52 0f this electromagnet is connected by a rod 53 to a segment 54 which engages a toothed member 55 fixed to the pointer 24. The pull of the magnet is con-.

trolled by a spring 56 the tension-of which cration of the arrangement shown in this figure is the same as that already described in connection with the other figures of the drawing and further explanation is consid-- cred. unnecessary. I 4

in accordance with the provisions of the patent statutes, we have described the principle of operation of our invention, together with the apparatus which we now consider to represent the best embodiment thereof; but we desire to have it understood that the ap paratus shown is only illustrative and that the invention can he carried out by other means.

What we claim as new and desire to secure by Letters Patent of the United States,

1. The combination with an internal combustion engine and a compressor for applying air thereto for injecting fuel into it, of a valve controlling thc'admission of air to the inlet of the compressor, and means re sponsive to the load on the engine and the ressure of the air delivered by the compressor for positioning said valve.

2. The combination with an internal com hustion engine and a compressor for supplying air thereto for injecting fuel into it, of a valve controlling the inlet of the coinpressor, a device which moves in response to the pressure on the delivery side of the compressor, a second device which moves in re sponse to variations in the ,load on the en ginc, and means controlled by said. two devices for positioning the valve.

3. Ihe combination with an internal combustion engine and a compressor for supply ing air thereto for injecting fuel into it, of a valve in the inlet of the compressor, an electromagnet for controllingthe position of said valve, an electric circuit connected with said electromagnet,andmeans responsive to the load on the engineand the pressure on the delivery side of the compressor for opening and closing said circuitfi Y l. The combination with an internal combustion engine, and a compressor for supply ing air thereto for injecting fuel into it, of

a valve in the inlet of the compressor, and means for regulating it to vary the delivery pressure of the compressor in accordance with the load on the engine, said means comprising an electric contact which is positioned. by the load on the engine, a co6perating contact which is positioned by the delivery pressure of the compressor, an electric circuit which is controlled by said contacts, and means in said circuit for opening-and closing said valve.

5. The combination with an internal combastion engine having a governor, and a compressor for supplying air for injecting 'fuel into the engine, of a valve in the inlet of the compressor, an clectroresponsive de vice for positionmg it, an electric circuit in which said device is included, a pair of contacts movable relative to each other for opening and closin said circnit,a pressure responsive device which is moved in response to the pressure on the delivery side of the compressor for moving one of said contacts, and means connecting the other contact to said governor.

G. The. combination with an internal combustion engine and a compressor for supplying air thereto for injecting fuel into it, of

a valve in. the inlet of the compressor and means for regulating it to vary the delivery pressure of the compressor in accordance with the load on the engine, said means comprising a pressure gage connected with the delivery side of the compressor and having an electric contact on its pointer, a second pointer carried by the gage and having a contact which cooperates with the first named contact and is positioned in accordance with the load on the engine, an electric circuit which is controlled'hy said contacts, and means in said. circuit for opening and closing said naive.

In witness whereof, we have hereunto set our hands this 19th day 'of October, 191".

CHARLES DAY. GEORGE EDWARD VVINDELER. PETER- GRA'NT, I 

